Ship-propelling plant



Jan. 1s, 1927. 1,614,819

G. BAUER r-.T Al. f

SHIP PROPELLING PLANT Filed Sept. 2, 1924 2 Sheets-,Sheet 1 Jan. 18, 1927. v 1,614,819 I G. BAUER ET Al.

SHIP PROPELLING PLANT l Filed Sept. 2`, 1924 2 Sheets-Sheet 2 Patented Jan. 18, 1927.

UNITED. STATES GUBTAV BAUER, 0F HAMBURG,

AND HANS XLUGE, OF HAMBURG-GB. BVOBBTENL, GERMANY.

snm-230mm@ ruim k' l Application tiled September il, 1924, Serial No. 786,448, and in Germany October 17, 1923.

Our invention relates chiefly to ship propelling plants of the kind, in which the pro.- peller is driven by an oil-engine by the intermediary of a hydraulic gearing and` a cog-wheel gearing. More especially, the invention relates to such propelling plants in which the cycles or circuits n for running ahead or astern of the h draulic gearing are arranged at one end ofY the oil-engine and the propellerris driven by Aone cog-wheel gearing. p

The present invention relates to an im-- proved arrangement and combination'gof the before-mentioned members of the ship propelling plant, in that a hydraulic gearin and a, cog-wheel isprovided at either en of the oil-engine, each hydraulic gearing' comprising one cycle or circuit. This arrangement renders it possible to supply the service-li uid to the two cycles or circuits through t e hollow shaft; besides, the cycles or circuits, of which one serves for running ahead the other. for running astern, can be completely like one another which is advantageous for devising and manufacturing the plant. Both h draulic gearings can be deintendedA for runningb vised to act as ydraulic coupling operating i with high eiiiciency. In order to reiider possible the reversal of the direction of rotation of the propeller shaft, a separate cogwheel is inserted into the'cog-wheel gearing astern, that separate wheel being inserted etween the large cogwheel and the pinion of that gearing. Our invention is illustrated diagrammatipanyin drawings in whic Figure 1 partly is a si e-view and partly an axial section, of the complete propelling. plant, Figure 2 isfa vertical section through the cog-wheel gearin located at the lefthand end of Fig. 1, and i rc3 is a vertical section through the cog-wileel gearin located at the rightlhand end of, Fi 1, oth sections lying at right angles to t e section in the lower half of Fig. 1; and Fi res' 4 and 5 yare two views similar to ig. 1 and showing two modifications. f

Referring to Fi re 1,' 1 denotes the oilengine, 2 the foun ation-plate thereof, 3 the hydraulic gearing for running ahead, 4 they the wheel 7 meslnng with another pinion 8,

Fig. 3, which meshes with the appertaining pinion 5, 9 is the propeller-shaft, and 10, 10"-aretwo supply-passagesfor the serviceliquid. In Figure 4 the propeller-shaft consists'of two parts 9 and 11 which are con-` nected with eachother by a clutch 12, and

in Figure L5 a clutch 13 is provided at the l free.' end of the shaft 9, the hub of the ad-A jacent large cog-wheel 7 forming the patrixpart of this clutch.

The operation of the propelling plant il- I .lus'trated in Figs. 1`3 is as follows:

While' running ahead the oil-engine turns the pinion 5 by the intermediary of the hydraulic gearing 3 whereby also the large-cogwheel 6 and the shaft 9 are rotated in proper direction, viz, for running ahead. If instead of thevtwo hydraulic gearings shown in Fig. 1 (also in Figs. 4 and 5) only one such gearing would beprovided at the front end of the engine (righthand end of Fig-1), then this one gearing 'must have reversing nozzles and the pinion of the appertaining cogwheel gearing must mesh directly with the appertaining 4large cog-wheel, as in Fig. 2 (this figure relating, however, in fact, to the rear end of the plant), the running astern being then effected by reversing the nozzles. Now, inthe present improvedcon'struction, the pinion 5 and the cog-wheel 7 at the front end of the plant do not mesh directly, but an intermediate pinion or cog-.wheel 8 (Fig. 3) is inserted between said two wheels whereby it is rendered possible tondispense with reversing nozzles, the propeller shaft rotating in the opposite direction, i. e. for running astern, when the service-liquid is supplied to the hydraulic gearing in question through the pi e 10 and the passa e -1- provided at the ront end `of the cran shaft 1. At the other end of this shaft is a passage 1b to which the, service-liquid is supplied through the pipe' 10. The hydraulic gearings 3 and 4 are perfectly alike.

In theplant shown in Fig. 1, the front gearings 4 and 5-8-7 rotate also while the gearings 3 and 5-6 are in operation the vessel running then alead, and the hydraulic gearing 4 being t en empty. This useless rotation of the gearings 4 and 5a- 8-7 'ves rises to losses caused by friction, as wel as by eddies arising in the gearing 4, the losses in this gearing being under cir- Aso , plin cumstances somewhat great because the pri-A mary part and the secondary part of this gearing rotate in opposite directions.

In order to obviate such losses, especially on a somewhat long voyage, and engaging and disengaging coupling or clutch can be provided, permitting to throw out of gear the gearings 4 and .5L-8 7 A when the vessel is running ahead.I c

In Figure 4 the propeller shaft is divided into two parts 9 and 11 which arel connected with each other by a friction clutch 12 that may be operated mechanically or electrically or hydraulically, as desired or preferred. I have abstained from showing and 'describing also an example of any one of these coupling-operating means as neither thereofA forms a part of the present invention. In

Figure 5 a friction-coupling y13 is provided at the free end of the shaft 9, the member 13 vbeing the matrix-part of the coupling, the patrixart bein formed by the suitably shape vhub of t e cog-Wheel 7 Moving the movable member of one or the other coupling or of any other coupling employed instead of the coupling 12 or 13 can be effected simultaneously 'with supplying the service-liquid to the hydraulic gearing 3 or with discharging it from the hydraulic cou- 4,/nd a blocking device may be provide to actuate the respective coupling automatically whenever one or the other hydraulic gearing is supplied with the serviceliquid or emptied, as the case may be.

Thus, in the case of a long running ahead, the 'gearings 4 and 5--8-7 c'an be thrown out of gear, the propeller-shaft being driven by the gears 3 and 5-6 and the losses otheri wise caused by the other Lgears being reduced vto a minimum practica y to be neglected. Only when the vessely a preaches a harbor or when manceuvring ecomesl necessary, also the other gearings are thrown into gear and manuvring and 'reversing .can Vthen take lace in the usual manner.

' Alt ough We have described the invention in detail merely Vwith respect'to a s hip,` we wish it to be understood that it can be employed advantageously also in connection bination, an oil-engine, a hydraulic gearing at one end of the crank-shaft of said engine,

and a hydraulic gearing at the other end f'thereof; a cog-wheel gearing connected with the driven part of the first-mentioned hydraulic gearing and a cog-wheel gearing connected with the driven part of the other hydraulic gearing; a propeller shaft adapted to be driven by said hydraulic gearings and t said cog-wheel gearings; and means for disconnecting one of the cog-wheel gearings from the driven part of the last-mentioned shaft, substantially as set forth.

2. A power-generating plant for motordriven vessels and cars, comprising, in combination, an oil-engine, a hydraulic gearing -at one end of the crank-Shaft of said engine,

and a Isimilarly devised hydraulic'gearingv at the other end thereof; a cog-wheel gear- ,ing connected with the driven part of the first-mentioned hydraulic gearing and`comprising a pinion forming the member which is connected with the appertaining hydraulic gearing, and a larger cog-wheel meshing with said pinion andbeing secured to the `last-mentioned larger cog-wheel with the shaft'to be driven and for disconnecting it therefrom, substantially as described. l

3. Y,A power-generating plant for motordriven vessels and'cars, comprising, in combination, an oil-engine, a h draulic gearing at one end of the crank-sha of said engine,

anda hydraulic gearing at the other end' thereof; a cog-Wheel gearing connected with thev driven part of the firstmentioned hydraulic gearing, and a cog-Wheel gearing connected with the drivenv part of the other hydraulic gearing; and an engaging and disengaging coupling for connecting one-of the cog-wheel' gearings with the shaft to be driven and vfor disconnecting it therefrom, substantially as set forth.

4. A power-generating plant for motordriven vessels and cars, comprising, in combination, an oil-engine, a'hydraulic gearing at one end of the crank-shaft ,of said engine, and a similarly devised hydraulic aring at the other end thereof; a cog-Wheel gearing connected with the driven part of the first-mentioned hydraulic gearing and comprising a pinion forming the member which isgc'onnected with the appertaining hydraulic gearing, and a larger cog-wheel meshing with said pinion and' being secured to the shaft to be driven by this gearing; and another cog-wheel gearing connected with said other hydraulic gearing and comprising a 1,014,010 8 pinion formingy the member which is con-J eouplingt for connecting this co-wheel with nected directly with the appertaining hy- .the sha `to be driven and for soonnectlng draulic gearing, alarger co -wheel which it therefrom, substantially as described. l. is carrie by the shaft to be riven, and anf In testimony whereof we aix our signay 5 other pinion meshing with the irst-mentures.

tioned piniony of this gearing and the ap- ADn. GUSTAV BAUER. pertainlng larger Vcog-wheel, and a friction HANSVKLUGE. 

